Instruments for controlling operations to ensure optimum operating conditions



T. A. BANNING, JR 3,096,469 s FOR OONTROLLINO OPERATIONS TO 'a OPIIMON OPERATING CONDITIONS July 2, 1963 INSTRUMENT ENSUR 4 Sheets-Sheet 1 Original Filed Jan. 18, 1945 July 2, 1963 T. A. BANNING, JR 3,096,459

INSTRUMENTS FOR CONTROLLING OPERATIONS To ENSURE OPTIMUM OPERATING CONDITIONS Original Filed Jan. 18, 1945 4 Sheets-Sheet 2 Economefer 5- 5peed Co 47 (modi Thomos v .Bunnng,Jr.

to 10o zoo 9559 450 MP FIC-3.5.

July 2, 1963 T. A. BANNING, JR 3,096,469

INSTRUMENTS FOR CONTROLLING OPERATIONS TO ENSURE OPTIIVIUM OPERATING CONDITIONS Original Filed Jan. 18, 1945 4 Sheets-Sheet 3 IFIG. 4.

660 660 v660 660 g FFW f EFH 492 M I rfa. g Hfs. i M'r. i I 289 L L V I J 30M-31% T-fl? T ge @mi I @j im 290 F: R4 5/2 P\?5.f

'L AxreFsghVeloclf controls `6741 5/3 545 'lade-pihzhes h 5yn- Chroncd-on of pulls. S08 3- w corlomerer` controls greed 11--[ byThr'dPrlg. conrmi w\ h ynchromed speeds 57 OpJrmum economy `weed conrrol. 20m (i432 l l ISOQ- d sa Em Z l me er 1%427 70557 @s |400- *557 Lf l l 56' 545 J l l l l l l O |00 200 400 500 A M. u p-I`L J 546 "TThroTTle conro) f\ flmmlmlmlw July 2, 1963 T. A. BANNING, JR 3,096,469

INSTRUMENTS FOR CONTROLLING OPERATIONS TO ENSURE OPTIMUM OPERATING CONDITIONS Original Filed Jan. 18, 1945 4 Sheets-Sheet 4 Ac'ruulAlrSpeed Airspeed A gz Frequency f/ G-enerular.

i Propeller. 508 457 l ,/527 ,f l l Plfch Manual 4` Changer: Wieremm MBH.

Frequency 433 Generale:

Power (515 Polor.

Servo- 557 Moron lll leglmlmse).

ralllecanml 545 Throl'lle. Frequency ,f 568 Flq. 2. Generaror.

` lconomeler 546,-

` FU| Fuel Sup ply4 Maler. Flg

AelualAlrSpeed. Ahpeed A/492 Frequency Prop ller. 5 45 i /O 7 X546 l/l l PH-ch Differential. ma Changer. MPH. Frequency ,45

Generator' ,(55 ,65 5 (eg .l m7514507.)

Power P'lrchCarl'rrol MUTUI'. {v10-fol. 557 Servo- V/ l Mm lllleglllzlzsel.

- Throrlle. leeFlgl.

conollleler. 54,65'

1 Fue] Fuelupply,

Maler:

Fg 6 rlvenror:

United States 3,096,459 INSTRUMENTS Fon coNrRoLLlNG orERATroNs T ENSURE OPTIMUM OPERATING CONDI- TIONS This invention relates to improvements in instruments for controlling operations to ensure optimum operating conditions of such operations, and the like. The following brief statement will explain certain of the operations Which are controlled by instruments embodying my present inventive features, and will show certain of the complex relationships which are brought into simple operative functions and controls to enable attainment of the optimum operating conditions above referred to.

Frequently industrial and other operations include the inter-relating of two or more operational functions or variables in operations wherein the economy of the operation is affected by either or both such variables. Under such conditions the overall operation may continue uninterruptedly for the continuous operation, but the economy of such operation will be atfected in manner depending on whether such variables are at any given time properly related to each other as alected by the size or speed or other `operating characteristic of one or another of such variables. The manner of the eect produced on the overall economy will depend on the relationships of the variables to each other at the time in question. Generally by changing one or the other of the variables, with, possibly corresponding change in another variable or variables, the overall economy may be increased without affecting the continuity or perfection of the operation, insofar as the production of the desired end-effect is concerned. Or, conversely, by changing such variable or variables in the Wrong direction the overall economy of the operation may be reduced instead of being increased. In such case the direction of change of such variable should of course be reversed so that the corrective eifect will be to increase rather than reduce the overall economy.

At this point I mention that one application of the improvements herein disclosed would be to the control of airplanes in free flight, by eifecting proper and necessary controls of the speed of the propellers, as well as the pitch of the blades of such propellers. These two variables both enter into the economy with which such propellers may drive the ship through the air While at the same time delivering suflicient propeller traction to ensure continuous ilight at a pre-determined speed. But the economy of production of such traction and flight will depend directly on Whether at any given time such variables are properly related to each other while still producing the needed traction to sustain such speed of Hight.

Usually the economy of an operation may be shown by a curve which brings linto relation the economy overall produced by the operation as affected by the change of one of the variables, for example, pitch of the propeller blades. Such a curve of economy wil1 rise from zero when the blades are set vat zero pitch, reaching a maximum or peak economy value for a blade pitch value which will depend on various factors. Then, assuming such factors themselves remain unchanged, such curve will fall again as the pitch is increased beyond such critical value for maximum econ-omy or optimum operation, the falling portion of the curve generally being concave upwards over arent ice most of its falling portion, reaching Zero again for a pitch of something less than ninety degrees. Such illustration of variation of the economy with variation of one variaable is given by way of illustration of one type of operation in which the curve of economy vs. change of a variable is of a form which includes a peak value representing maximum economy.

The economy of operation will be designated in terms of a unit which deines the kind of economy Whose value is to be determined. Thus, for example, in the case of the ship in free iiight such economy might properly be dened in terms of miles per gallon of fuel consumed under the flight conditions then existing; or, in some cases it might be defined in terms of gallons per mile of flight, depending on the relative values of the rate of gallons consumed compared to the rate of flight. For specified or existing conditions of ship flight such as elevation above sea-level, temperature of the air, percent of contained moisture, .icing, weight of the ship, and many other assumed conditions, i-t is possible to produce or imagine a curve relating overall economy of operation in terms of, for example, gallons per mile as affected by a specified variable. Such variable may be propeller pitch, or propeller rotative speed. The overall economy existing at any given time will then be found as the ratio of speed divided by rate of fuel consumption or the inverse ratio depending on which way the ratio is desired to be determined. Then, by making a change in the specilied variable just referred to any change in the overall economy caused by such change will be reflected as a change of Value of such ratio. Or, in case of any change in the operating conditions which affect the overall economy, such a change being for example change in elevation above sea-level, change in weather conditions, change in carried load, or various other possible changes, the overall economy will be changed to either a higher or lower value. In any case, however, the overall economy will, in case such economy is based on the ratio of speed vs. rate of fuel consumption, be measured as a value equal to or based on that ratio. Thus, in the assumed case of operation of an air-ship the overall economy will be measured as the ratio of speed divided by rate of fuel consumption, or vice versa.

The change in the speciiied variable, such as the blade pitch will produce a corrective eifect, measured as a change in overall economy under the then existing conditions of operation. If, under the then existing conditions of operation the pitch is not correct for maximum economy-that is, if at such time the pitch is not such that operation is occurring at the peak of the economy curve--change of pitch may be produced in direction to increase the economy, or to decrease such economy. In the latter case the pitch change should be promptly reversed so that economy will rise. Instead of pitch change as above assumed, the propeller speed might have been changed, either by increase or decrease, with corresponding corrective effects on the overall economy measured as the ratio of airplane speed divided by rate of fuel consumption.

Broadly stated, itis a prime object of the present invention -to provide means to automatic-ally effect changes in a selected variable so that, under the operating conditions then existing, other than such variable, the ratio of speed divided by rate of fuel `consumption (as an illustration) shall be raised -to Ithe maximum value possible. The correction will cease :and remain unchanged lfor the time being. Thus a maximum economy of operation will be assured when the correction is effected by change in the value or condition of such selected variable such change in value `also being in the correct m-anner of change, either as an increased value or a decreased value -a-s needed. In this connection it is a further yobject of the invention to assenso promptly detect by an automatic operation or sensing of the equipment, whether the selected variable is now being changed in direction to increase the economy, and in case the direction of change of such selected variable is found to be decreasing the economy a reversal of the direction of change of such selected variable will at once occur so that the correction will then be produced in direction proper to effect increase in the value of the overall economy.

It is a further prime object of the invention, once the corrective change of such selected variable has been instituted, to 'effect change in the proper direction for increase of economy, to continue such change in such selected variable until a time arrives when further change of such variable in that direction will actually commence to decrease the value of the overall economy; in other words, to continue such proper corrective change until the peak of the curve tof economy has been attained.

It may also be stated that a prime object of the invention consists in the provision of means to measure both of two rates whose ratio is to be determined, to divide one rate by the other to determine the ratio between Ithem, and if that ratio is different from the ratio previously existing between them `to Adeliver a signal to a corrective unit which signal will institute correction by an operation produced by a unit which units operation affects the value of one of the rates whose ratio instituted the operation, such corrective operation continuing until -a maximum ratio value has been attained.

More specifically, it is a further object of the invention to provide means whereby if the corrective operation instituted .as stated in the preceding paragraph is in the wrong `direction so that decrease of the ratios v-alue is produced -by such corrective operation as instituted, a reversal of correction will promptly occur, thus ensuring correction in the proper direction for increase of the ratio due to such corrective operation, and with continuation of such corrective operation to the condition which produces maximum ratio value as between the two rates in question.

Still more specifically, it is a further object of the invention to provide -a corrective power unit, such as a motor, Whose operation will act to produce the corrective operation of the corrective unit, such motor conveniently being reversible so that its corrective effect may be produced in either direction as dictated by the needs of the operation, and as explain-ed in the preceding paragraph.

The following further brief explanation of conditions under which the operations of the present unit may be .fused is now in order:

As previously explained for the example of an airplane installation including lthe features of the present invention, many factors affect `the economy of operation of the ship, when such economy is expressed -as a ratio of rate of flight divided by rate of fuel consumption, or vice versa. I have mentioned as some of such other factors variation of height above sea-level, change of atmospheric conditions, icing, change of the ships load, and various other conditions. These are in addition to the speed of the propeller, blade pitch, rate of flight, and others. 'For any combination of these many `factors -there may be drawn or conceived a curve showing relation of economy to a single factor such as blade pitch. Such curve will rise toa peak value and then fall again las such blade pitch is changed in la selected direction, for example by increasing pitch. If #desired a similar set of curves may be drawn or conceived showing relation of economy to change of propeller speed. In either case, change of pitch or change of speed, :all other controllable `factors of the operation are assumed to remain unchanged, so that the change of economy, if any, for which it is desired to make correction, will be due to non-controllable factors.

Under the conditions stated in the preceding paragraph, if the corrections are instituted in the first place by change of propeller speed, for example, and if the curve of economy vs. speed for the new conditions of atmosphere,

i height above sea-level, etc., referred to in the preceding paragraph happens to pass through the same point of econiomy value for the speed of propeller then existing, it is `apparent that no change of overall economy will occur due to such changed conditions of atmosphere, height above sea-level, etc. Without a change of economy value the ratio between airplane speed and rate of fuel consump. tion will not change and the ratio detecting unit will remain in its then reading position. Thus, although now operating on a curve which rises -to higher values of economy by increase of propeller speed change the correction effect will not be instituted 4.and advantage of the possible higher economy value will not occur. I have, therefore, made the following provisions to meet such a contingency:

I have provided means to periodically effect slight change of the propeller speed (or blade pitch) so that each time such slight change is produced the ratio indicated and determined by the ratio unit will shift slightly, but sufficiently to institute operation of such unit to effect change of the pitch or propeller speed); and having thus instituted such intentional change the corrective operation will continue through to that condition under which the economy has risen to the maximum point of the curve which now represents the overall economy. Thus the corrective operation will not be stalled I have, by way of illustration only, previously referred to the control and operation of airplane propellers for maximum economy of operation by use of the inventive features herein disclosed. It will be understood that these inventive features are also applicable to many other operations, and for many other purposes than the automatic control of propeller speeds and pitches for flight at pre-selected speeds under maximum economy conditions, and therefore I do not intend to limit myself to their use, nor to combinations including propellers and their driving motors, except as I may limit myself in the claims to follow. Thus, vfor example, the features of the present invention may be used in connection with many manufacturing operations.

rl`his application is a division of my co-pending application for patent on Improvements in Synchronizing System for Plural Propellers With Pitch and Fuel Control, Serial No. 248,340, filed =September 26, 1951, and which will become Letters Patent of the United States, No. 2,794,507 to be issued .lune 4, 1957, which application Serial No. 248,340 is also a division of my earlier application for patent on Improvements in Propeller Pitch Control, Serial No. 573,382, filed January 18, 1945, and which became Letters Patent of the United States, No. 2,569,444, issued October 2, 1951.

Gther objects and uses of the present invention will appear from a detailed description of the same, which consists in the features of construction and combinations of parts hereinafter described and claimed.

In the drawings:

FIGURE 1 shows by way of illustration only, several typical performance curves of an airplane equipped with propellers, and shows how the economy of operation, over-all, may vary under different operating conditions, these curves constituting a family of such performance or characteristic curves;

FIGURE 2 shows by way of illustration only, a schematic layout of an Econometer Unit by which provision has been made for automatically comparing freefiight velocity with rate of fuel consumption, to determine the economy of operation, and for automatically re-adjusting the power-motor speeds or blade pitches from time to time to maintain these speeds or pitches at the values which will give maximum economy of operation, the scheme of FIGURE 2 being usable in connection with the proper elements of FIGURE 3 and also of FIGURE 4 to establish a complete layout for also automatically controlling and synchronizing propeller blade pitches, and other functions;

FIGURE 3 shows schematically a control scheme for airplane control -in which a free-flight velocity handle is provided to determine the pre-selected free-flight speed of the ship, this figure also showing the connections from the units which are shown in the figure to the meters which meter the rate of fuel supply to the several powermotors and comprise a portion of the synchronizing and controlling means;

FIGURE 4 shows schematically an arrangement wherein the setting of the control handle for free-flight velocity serves to effect control and synchronization of the pitches of the blades of the several propellers to maintain that desired free-flight velocity, and this figure also indicates the connections from the units shown in this figure to the meters which meter the rate of fuel supply to the several power-motors, and comprise a portion of the synchronizing and controlling means;

FIGURE 5 shows a Flow Sheet of connections and operations corresponding to the layout of FIGURE 3; and

FIGURE 6 shows a Flow Sheet of connections and operations corresponding to the layout of FIGURE 4.

The features of the present invention are usable for producing corrective operations of at least one variable of a group of variables whose relative values affect the over-all economy of the operation in question. I have previously herein made reference especially to such operations as used in connection with airplane ights for the purpose of automatically continuously or intermittently correcting one variable to bring the over-all economy to peak value under the flying conditions existing at the time of correction. It is evident that the features of the present invention may also be used to produce corrective effects for many other operations than controls of airplane flights. Accordingly, I wish to make clear that by reference specifically to operations of the airplane flight type I do not intend to limit myself and the protection to be afforded by the present application to such specific operations, except as I may do so in the claims to follow. A like disclaimer of any intention to so limit myself shall also apply to the descriptions to follow. Accordingly, and for the purpose of simplicity in explanations and by way of further examples, I shall describe certain conditions of operation existing in the case of airplane iights, and shall make specific reference to certain airplane controls with which the present invention may be used.

-It is Well understood that for any given set of operating conditions, such as power demand etc., there is an optimum set of specifications in the operation of the propeller to secure maximum economy of operation. For example, for any specified propeller the economy of operation thereof will vary with rotational speed, and such variation may be determined for a given pitch of the blades, etc. For any such given set of conditions, however, a curve plotted to represent overall economy vs. rotational speed will rise to a maximum value, and will then descend, so that there is, for such propeller and for any specified pitch angle of the propeller blades, an optimum speed of rotation to secure maximum economy in its conversion of fuel into power to sustain ight. A family of curves may be plotted showing overall economy vs. rotational speed, each curve showing overall economy for a specified blade pitch, all other operating conditions remaining constant. Other families of curves may also be determined and plotted between overall economy and single selected variable operating conditions. ple such a family of curves may be plotted wherein each curve shows overall economy vs. blade pitch, each such curve showing overall economy for a specified rotative speed, all other operating conditions remaining constant. An infinite number of such curves may be plotted, each showing the variation of economy, with a selected variable condition, all other conditions being held constant. Such other variables may include height above sea-level, air temperature, relative humidity, conditions such as For examicing, etc. It is, however, desirable to always operate -the several power motors at such conditions of rotational speed, pitch of blades, etc., as will give maximum economy of operation, over-all. This is merely another way of saying that it is desirable, once we have determined on a velocity of free-Hight, to maintain that velocity with the power-motors and propellers operating under those conditions which will require the least total fuel for the trip. I shall now show how I have provided automatic controls which will give these results.

For this purpose reference may be had to FIGURE 2 which shows schematically a set of controls largely supplemental to those shown in FIGURE 3, presently to be described, and other arrangements such as shown herein and in my copending application, Serial No. 248,340 of which the present case is a division. FIGURE 3 has not been reproduced in FIGURE 2 largely to simplify these disclosures. In FIGURE 2 I have reproduced the generator 492 whose rate of rotation is proportional to the velocity of free-flight, and the generator 545 whose rate of rotation is proportional to the rate of fuel consumption. The lines 541a and 546a leading from these generators are also shown in FIGURE 2. These lines carry frequencies proportional to air speed and rate of fuel feed, respectively. In FIGURE 2 I have shown means to automatically compare these frequencies and determine at all times the ratio between them. This means as shown in FIGURE 2 comprises two cylindrical members 565 and 556, mounted for rotation on their longitudinal axes, and parallel to each other. The element 565 is provided with the surface groove 567 which is of logarithmic form, and the element 566 is provided with the surface groove 568 which is also of logarithmic form. These grooves are conveniently determined on the Napierian system, and each groove includes at its beginning or left-hand end a turn which is arbitrarily formed merely to take care of the infinitely long portion which such curve would otherwise have, and which arrangement is proper in view of the uses to which these grooves are to be placed, as will presently appear.

Furthermore, these two grooves are conveniently cut for several revolutions around each cylinder, so that a suiciently large numerical denomination range of absolute values may be accommodated on a cylinder of convenient length. For example, if the free-flight velocities to be taken care of run as high as 600 miles per hour, the groove of the cylinder 565 should be so cut as to read to that amount, or proportionate thereto, and if the rate of fuel consumption should amount to as much as 1000 gallons per hour the groove of the cylinder 566 should be so cut as to read to that amount, or proportionate thereto.

The cylinder 566 is mounted for rotation, but not for endwise movement; whereas the cylinder 566 is mounted for both rotation and endwise movement. That fact is attested by the dotted portions at the ends of the cylinder 566 representing, at the left-hand end the normal or initial or unmoved position of such cylinder, and at the right-hand end the fully moved or extreme position of such cylinder. Between these two cylinders is movably mounted or carried the slide 569. This slide preferably has its side walls formed on arcuate segments to snugly embrace the surfaces of the two cylinders, but the slide is free to move readily according to the dictates of the grooves. This slide has two inwardly extending pins which engage the two grooves of the two cylinders, so that the slide will function acording to the respective cylinder positions and conditions of cylinder rotation. Furthermore, it will be evident that the endwise moved position of the slide will depend on the ntu'nber of the turns which the cylinder 565 has performed from its initial or unmoved position, the slide moving toward the right in FIGURE 2 as the cylinder 565 rotates in the direction representing increase of velocity of free-flight. Since the slide also engages the groove of the cylinder 566 it is evident that said cylinder 566 will be moved toward the right as velocity of ight increases. lBut the slide has a pin engaging the groove of the cylinder 566, so that any rotation of said cylinder 566 representing increase of rate of fuel consumption will tend to set the cylinder 565 back towards the left in FIGURE 2. In this connection it will be understood that the two cylinders 565 and 566 are respectively turned, in comparison to the manner in which their respective grooves are formed, in such directions that the velocity cylinder 565 tends to set the slide towards the right, whereas the turning of the fuel rate of flow cylinder 566 acts to move said cylinder 566 back towards the left, due to engagement of a pin of the slide with the groove of such cylinder 566. It is here noted that provision is made to turn each cylinder through a total angular displacement from its zero reading to correspond to the speed or to the rate of fuel flow represented by such cylinders turned position. This will be further explained hereinafter.

Another yway of considering the matter is that the slide tends at all times to subtract the readings of the cylinder 566 as shown by .its turned position from the reading of the cylinder S65 Ias shown by its turned position. Due to the simultaneous engagement of the slide with both cylinder grooves, and the fact that the cylinder 565 is held against end-wise movement whereas the cylinder 566- is capable of end-Wise movement it follows that the cylinder S66 will assume an end-wise moved position which is equal to the differences of axial components of the turned portions of the two grooves; in other words, the cylinder 566 will always .assume an endwise moved position which is the difference between the logarithms of the two amounts of turning, being equal to the logarithm of the velocity of free-night minus the logarithm of the rate of :fuel consumption. This difference of logarithms -is the logarithm of the quotient obtained by dividing the rate of free-flight by rate of fuel consumption, or miles per gallon or per hundred gallons or like result. The end-wise moved position of the cylinder 566 may be readily indicated by the circular groove 569a near one end of such cylinder, land a suitable indicator might be readily engaged with such groove to read on a scale in miles per gallon or like tinits. `In -the presen-t case I make use of the en-dwise movement of this cylinder 566 to actuate certain throttle, rotational speed, and pitch controls which will automatically re-set at all times the varions operational elements to the optimum conditions to which iI have already referred.

At this point I will mention that it is of cou-rse needed to ensure that the cylinders 566 and 565 will at all times assume turned conditions proportionate to the rates of .-fu-el consumption and of flight, respectively, and also to ensure that the turned position of each cylinder shall remain unchanged until there is a change of the value of the corresponding function. Such 'changes of corresponding function are change of the turned position o-f the cylinder 565 with change of flight speed, and change of the turned position of the cylinder 566 with change of rate of fuel feed or change of power. =I shall Inow show one means which I use to accomplish this result:

I provide a small induction motor element 57d` for the cylinder 565 and another small induction motor element 571 .for the cylinder S66. Each of these induction motor elements includes the polyphase wound stator 572 and the rotor element 573 or 574, as the case may be, influenced by its stator element. The rotor 573 is connected to the shaft 575 of the cylinder 565, and the .rotor 574 is connected to a shaft 576 which is splined to the cylinder 56o so that the turned condition of the cylinder 565 is at all times dict-ated by the rotor S74 even while allowing for endwise movement of said cylinder 56o. .The springs 577 and 57S tend to return the shafts 575 and 576 and the corresponding cylinders 565 and 566, respectively, to their linitial or zero positions, and these springs are calibrated so that they perm-it turning of the respective cylinders proportionate to the respective rates to be measured. In this connection it is noted that the torques developed by the respective rotors of these units 570' and 571 will be proportionate to the frequencies of polyphase currents delivered :to their stators, so that the turning efforts exerted on the respective rotor shafts will result in turnings of said shafts against their springs until these turning efforts have been equalized by said springs, so that the lturned positions of fthe cylinders will at all times be proportionate to the frequencies heretofore referred to. Manifestly any other suitable means might be substituted for converting fnequencies of the lines S41a and 546 into proportionate turnings if desired without departing from the spirit of the present invention. For example, there might be used centrifugal devices operated at the speed of the motors ldriven by the frequencies on the lines 541@ and loa to set the cylinders to turned positions corresponding to said frequencies, or other schemes might be substituted for that indicated in FIGURE 2.

As respects the induction units 57@ and 571, it will be understood that the torque developed by the squirrel cage rotors 573 and 57d` of these units will depend also on the voltage developed by the units 492 :and 545, so it will be desirable that means be provided for maintaining constant voltage delivered by these generators at varying speeds, as maybe done for example by regulation of their iield strengths, somewhat according to the disclosures of Letters Patent, No. 2,612,95 6, previously referred to herein and issued to me, and las shown for example in FIG- URE l of that patent Iat AllS. Also, Wound rotors might be used in the induction units 576 and S71, with suitable means to adjust the resistances in series therewith to thereby ensure desired calibrationV of said units with respect to the springs 577 and 573. It is of course understood that the rotors :serve to turn the respective cylinders to rotated positions corresponding to the respective frequencies, and then the rotors remain stationary so that the conditions of torque become those of an induction motor of slip. In FIGURE 2 I have indicated the reversible motor 5517 corresponding to the reversible motor 557 in FIGURE 3. Such ya motor 557 is also shown in iFIGURE 4.- This motor .in FIGURE 2 serves to control the -rheostat 61 which controls the frequency of polyphase current supplied over the lines S39 (FIG- URE 3) to the propeller pitch control devices, so by control of this motor `S57 in FIGURE 3 we shall 'control motor speed of the power-motors and propellers by pitch control, while maintaining the rotating speeds of the power-motor-.propeller units in synchronism. These controls :are effected by ,the endwise positioning of the cylinder 566 of the Econometer shown in FIGURE 2, as I shall now show.

Reference to FlGURE 1 shows Itypical performance curves for a specified propeller as respects variation of net overall efficiency or economy with rotational speed, for several typical conditions of blade pitch, elevation above sea-level, etc. Each of these curves shows the above relationship between overall eiiiciency or economy and rotative propeller speed for a given set of conditions including blade pitch, elevation above sea-level, humidity of the atmosphere, icing, and many other factors. Evidently an infinite number of such curves mig-ht be plotted, each one on the basis of ra change of specified amount in any one of the conditions affecting economy. Other similar curves could be plotted showing .the relationship between overall efliciency or economy and blade pitch 1of angle of attack for a given set of conditions including rotative speed, elevation `above sea-level, humidity of the atmosphere, icing, and many other factors. In such case, too, an infinite number of such curves might be plotted, each on the basis of a change of a specified amount in any lone of the conditions affecting economy. Thus the full line curve 579 may represent such performance curve for a given set of conditions and curves 580, 581 and 582 may represent performance curves under three lother sets of conditions. Now it will be noted that in the case of each curve there is an optimum condition, indicated by the peak of the curve, these peaks being shown at 583, 584, 585 and 586 for the four curves 579, 580, 581 and 582, respectively. The yattainment of the maximum overall efficiency or economy may be effected by change of either blade pitch or rotational speed, or both, as will hereinafter appear. When the control for maximum economy is effected by change of rotative speed it is desired that no matter what operating conditions may be in force, the rotational speed of the power-motors shall be brought to that value which will correspond to the peak of the curve for such operating conditions, so that the velocity of free-flight may be maintained at minimum expenditure of fuel, and for other desirable reasons which will be evident.

When the con-trol for maximum economy is effected by change of blade pitch it is also desired that no matter what operating conditions may be in force, the blade pitch of the propellers shall be brought to that value which will correspond to the peak of the curve for such operating conditions, so that the Velocity of free-flight may be maintained at minimum expenditure of fuel, and for other desirable reasons which will be eviden-t. When the control is by variation of rotative speed it is evident that provision must be made for yautomatically bringing the blade pitches of the propeller-s to proper values for development of the total traction needed to maintain the free-flight speed of the airplane at the value pre-set by the pilots control uni-t such as the handle 428 in FIG- URES 3 and 4. When the control is by variation of blade pitch it is evident that provision must be made for automatically bringing the rotative speeds of the motors and propellers to proper values for development of the total traction needed to maintain the free-night speed of the airplane at the value pre-set by the pilots control unit such -as the handle 428 above mentioned. All such means are herein disclosed.

Now examination of these several curves (FIGURE 1) shows that in passing from one of them to another we may find it necessary to increase power-motor speed, or in other cases to reduce such speed, to operate on the peak which corresponds to the curve of the new operating conditi-ons. Thus, if operating or other conditions change so that we may pass from the curve y579 (peak at 1575 r.p.m.) to the curve 582 (peak at 1875 r.p.m.) we should increase the r.p.m. from 1575 to 1875; whereas if operating conditions change so that we pass from the curve 579 to the curve 581 (peak at 1325 r.p.m.) we should decrease r.p.m. from 1575 to 1325. It is also noted that in passing from Ithe optimum condition of one curve (due to one set of conditions) to the optimum condition of another curve (due to another set of conditions) we may iind that our new overall economy is either greater or less than that previously existing. 'Ihis is the same as saying, for example, that the best performance possible at one elevation above sea-level will be different from that possible at some other elevation above sea-level. It is thus evident that we shall, in order to maintain the optimum economy at the new set of conditions by control of rotative speed, sometimes have to increase such rotative speed, and sometimes decrease such speed by proper control of the motor generator unit `433; and it is `further evident that the movements of the cylinder 566 of the Econometer will sometimes be to the right in FIGURE 2, and sometimes to the left in said figure, depending on whether or not the new set of conditions give greater or smaller optimum economy. IIt is further evi-dent that it is desirable to bring Iabout the controls of the rheostat 561, and therefore the operations and direction of rotation of the motor 556, in FIGURE 2 entirely automatically, and merely by movements of the cylinder 566 endwise as the economy of operation changes from time to time, `due to changing conditions of operation. At the same time it is an object to ensure that in every case the re-adjus'tments of the rheostat 561 will be such as to ensure optimum conditions of economy under the new conditions of operation. VIn other words, it is the object to ensure maximum economy of operation, and minimum fuel consumption at al1 times, automatically produced by the controls now to be disclosed.

Referring to FIGURE 2 I provide a finger 587 which engages the encircling groove 569a of the cylinder 566 so 'that said finger moves back and for-th as dictated by the changing economy of operation. Movement of said finger towards the right represents increase of economy, and movement towards the left, decrease of economy. Said finger carries a motor circuit closing contact element or yfinger '588, and a motor contactor 589 is actuated back and forth by this finger 588 but with a slight amount of play, due to the pin and slot engagement shown at 590x Said contactor 589 has contacts facing in both directions. 'Ihere is a con-tact follower 591 which is mounted to ride back and forth with the finger 588, being moved in either direction by the contact engagements, and said contact follower 591 carries the two contacts 592 and 593 which are insulated from each other, and are separated slightly more than the total separation between the two contacts of `the mot-or contactor 589. In the position shown both of the contacts of the motor contactor 589 are disengaged from the contacts i592 and 593 of the contact follower S91.

The contact follower 591 has the two contacts 592 and 593 so mounted that as the motor contactor moves in either direction and contact is established with either of the contacts -592 or `S93, further movement of the motor contactor will cause said contact follower to follow the movement of the motor contactor to some new position of measured economy as established by the changed conditions of operation due to such movement of the motor contactor, so that in case of slight retrograde movement of `the motor contactor at such new position the contacts of said motor contactor will both disengage from the respective contacts 592 and 593i, allowing the contact follower to remain in its new position for the time being, but ready for another movement in either direction as needed at some future time.

Just behind the contact 592 is another contact 594 also carried by the contact follower 591, and normally free of the contact 592; and when the motor contactor 589 is moved towards the left (decreasing economy) it iirst engages the Contact 592, and then if movement towards the left is continued slightly, there will be established engagement with the further contact 594 for reasons presently to become apparent. The arrangement is such that in movement towards the left (lowering economy) the movement of the motor contactor 589 will not cause the contact follower 591 to actually commence movement towards the left merely by engagement with the contact 592 but there must bea further slight leftward movement, to bring the contact 592 against the contact 594 in order to cause leftward movement of the contact follower 591.

'Ihe contact follower 591 also carries another contact 595 which will be engaged by the contact 596 of the motor contactor 589, slightly prior to engagement of the contact 592 by the adjacent contact of the motor contactor 589. In other words, during a leftward movement of the finger 587 (lowering economy) the sequence of contacts is as follows; motor contactor with contact 595, then motor contactor with contact 592, then contact 592 (and motor contactor) with contact 594, both of contacts 595 and 592 remaining engaged.

adsense and therefore the rheostat 561 to bring about a new speed of the motor generator supplying the lines 539 so that the new speed of power-motor operation shall ensue. Such slight movement of the linger 587 in either direction also moves the motor contactor; and in case of movement towards the right the contact 593 will be engaged after a very slight movement of the motor contactor, whereas in case of movement towards the left the contact S95 will be rst engaged and Very shortly thereafter the contact 592 will be engaged. The motor contactor 589 connects by the line 597 with a source yof direct current supply, such as the battery `593 (or battery shown in FIGURE 3), so that one pole is always in connection with said motor contactor 539. The contact 593 connects to the armature side of the series motor 557 by the line 599, and the solenoid of a relay 600` is placed in this line, sol that said relay is always energized when the contact 593 is engaged. The contact 592 connects by the line 601 with the line 599 at a point beyond the solenoid `600', and the solenoid of a second relay 662 is placed in this line 601.

It is now evident that whenever either of the contacts 593 or 592 is engaged by the motor contactor one pole of the supply line will be connected directly to the Iarmature side'of the motor 557. There is provided a reverser 663 including the solenoid 604 acting on the armature 605 to pull same down against the spring 666, and said armature carries the flexible projection 667 at its lower end. rIhe contact carrier 698 is pivoted at 609, and has the arm 610 carrying the contact 611. There are placed two contacts `612 and 613 adjacent to one extreme of movement of the contact 611, and two contacts 614 and 615 adjacent Ito the other extreme or movement of said contact 611. In either extreme of movement of the reverser the contact 611 engages one of these pairs, `612--613 or 614- 615, as the case may be. The arm 610 has the cam surface or block `616 which will be engaged on one or the other of its faces by the flexible projection 697, so that said arm will be tilted rst in one direction and then in the other with succeeding excitations of the solenoid, 604. In other words, the single solenoid serves to operate the reverser first in one direction and then in the other direc tion, to place the contact 611 rst in engagement with the contacts 612 and 613, `and then in engagement with the contacts 614 and 615.

The free terminals of the two field coils 558 and 559 connect to the contacts 614 and 613, respectively. The reverser contact 612 connects to the other terminal of the battery or source of current by the line 617, a exible connection 618 being provided in this line if desired. It is now evident that movement of the motor contactor 539 in either direction due to change in measured economy as determined by the movement of the cylinder 566 endwise will result in closing of a circuit through the-motor 557, and that rotation of such motor will be in a direction dependent on the position of the contact I611 and arm 610 as last set by a previous operation. Such direction of motor operation may, therefore beto either increase or decrease rotational rate of the power-motors of the airplane, and up to this point the control device has merely served to bring the motor intoy oper-ation for a corrective result. If the direction of motor rotation be such as will establish conditions resulting in increased econom then there will promptly follow a movement of the cylinder 566 towards the right in FIGURE 2, whereas if the direction of motor rotation be such as will establish conditions resulting in a decreased economy, then the cylinder S66 will promptly commence to move towards the left in FIGURE 2. It has already been shown that sometimes changed conditions will require increased rotative speed of the power-motors to ensure optimum economy, whereas in other cases a decrease of rotational speed of the power-motors will be required, but with the arrangements so far disclosed the closing of the motor circuit may or may not be for motor operation in the proper direction. I shall now show how such proper direction of motor rotation (motor 557) will be automatically accomplished.

It is to be remembered that when once an' optimum condition of operation has been produced, power-motor speeds being proper for such optimum condition, the motor contactor 589 stands free of all the contacts 592i, 593 and 595, and until there comes a change in the economy las. metered by the position of the cylinder 566 this condition will continue. As soon, however, as there is any change of operating conditions which will change [the economy, such for example as a shifting of the elevators of .the airplane to either rise or descend, the cylinder 566 will shift either to the right or to the left, thereby establishing connection to one or the other of said contacts, and setting into motion the corrective devices herein disclosed. Such corrective action should and will then continue in the proper direction until the motorpropeller condition (rotational speed) of the powermotors h'as been brought fto the point for optimum economy under the new conditions, whereupon further correction will cease. This result is obtained as follows:

First assume the condition that a slight increase of economy occurs so that the cylinder 566 is moved towards the right. This might be due, for example, to a resetting of the airplane elevators for a slow descent. In such case the motor contactor 539 will shift towards the right and almost immediately contact will be established with Ithe contact 593. This will close the motor circuit for motor rotation in direction dictated by the previous setting of the reverser. If that direction is correct for the new operating conditions, that is, if the new operating conditions are such that maximum economy of operation will be secured by increase of power-motor rotative speed, then the action of the cylinder movement will be cumulative, and it will continue to move towards the right, as we are improving economy of overall operation by increasing the power-motor speed. This might be ythe case for example if the ight conditions changed so that instead of the curve 579` of FIGURE 1, representing the relation of overall economy to rotative speed, the curve 582 of said figure has now become the one representing the relation of overall economy to rotative speed. Presently we shall arrive at `a power-motor speed of 1875 rpm. such that further increase thereof will cease to improve economy, being the peak point 586. Finally, as we move over the peak of the curve the overall economy will actually decrease again. At that instant, when we have just passed the peak of the curve, there will occur a retrograde movement of the linger 587, and of the motor contactor 589; so that at once the motorcontactor will break away from the contact 593, opening the motor circuit, and leaving the powermotors to continue operation at the newly adjusted rotational speed, and with maximum economy under the operational conditions then in force.

Next suppose that when the motor contactor 569 moves to the right and eng-ages the contact 593, thereby closing the motor circuit, the direction of motor rotation will be found to be such las to bring about an actual decrease of economy. This condition might arise for example in case of transition from the curve 579 to the curve 561, (FIGURE l). Examination of FIGURE l shows that rotational speed of the power-motors should now be reduced to secure peak curve economy under these new conditions of operation. It is remembered that the reverser was previously set lto position to cause rotation of the motor 557 in direction for increase of power motor rotational speed. Such being the case (reverser being in its previously set position), we have commenced motor rotation in the wrong direction, and the cylinder 566 will commence to move back towards the left, caused by lowering economy of operation. I-t is thus evident that provision should be made for shift of the reverser position so that the motor 557 will be caused to rot-ate in direction to reduce power-motor rotational speed. This is done as follows:

It was previously stated that there is a pin and slot connection at the point 5901 between the nger 58S and the motor contactor 589, so after contact has been established between the motor contactor 5139 and the contact 593, such engagement of contacts Will be retained, notwithstanding a slight backward or leftvward movement of .the linger 587, until the Contact 596 engages the contact 595. Said contact 595 connects by a line 619 to a contact 620 of the relay 621. Said relay has its solenoid 622 connected at one end to (the line 623 which extends to a contact 624 of the relay 600 whose solenoid is in the motor circuit from the contact 593 as already eX- plained. The armature contact 625 of rthe relay 600 connects by the line 626 to the battery terminal to which the motor contactor connects, so that when the contact 593 is engaged by the motor contactor to place current through the motor, the relay 600= raises its armature, and the contact 624 is engaged by the armature contact 625, and the solenoid 622 of the rel-ay 621 is thus connected 'to one end of the source of current. The other end of the solenoid 622 connects by the line 627 to the contacts 612 and 615y of the reverser, so that in either position of said reverser` said line 627 connects back to the other terminal of the source of current. It is now evident that regardless of the position of the reverser at the commencement of the series of operations, as long as the motor contactor 589 retains engagement with the contact 593, even during the slight backward movement to engage the contact 596 against Ithe contact 595, the solenoid 60)` is energized, and thus the solenoid 622 is also energized to retain its armature elevated. Said armature carries the Contact 628 which is mounted on a block of insulating material; and said contact 6213 connects by the line `629i to the end of the reverser solenoid 604, the other end of said solenoid connecting by the line 630 to the line( 617, leading back Ito the source of current.

The line 623 which connects to one end of the solenoid 622 of the relay 621 also connects to the contact 63:1 in position -to be engaged by the armature of said relay, which armature connects by the line 632 to the other terminal of the `source of current. Following out the conditions so far established it will be seen that the engagement of the motor contactor 589 with the contact `593 served to raise the relay 600, while at the same time bringing the motor into operation in the wrong direction. The raising of the rel-ay 600 served to energize the relay 621, raising its armature, thus causing engagement of said armature with the contact 631. This will establish a circuit -from the battery 598, over the lines 626 and 632 to the armature of the solenoid 622, thence by contact 631 to top end of solenoid 622, through said solenoid, over line 627 to reverser contacts 612 and 615, to contact 611 (when the reverser is in one of its extreme positions or the other), pigtail 618, and over line 617 back to the bat- .ery. Thus it will be seen that once the armature of the relay 621 has been raised (the reverser being in either extreme position of its movement) a local circuit is established through the contact 631 which will hold the arm-atture of the relay 621 in raised position even when the armature of relay 600 is deenergized by movement of the motor contactor 589 to the left so as to disengage from the contact 593. Raising of said armature of relay 621 served to close circuit through the reverser solenoid, thereby delivering an impulse and reversing the contacts and also reversing the eld of the motor 55'7 which is the desired result. At the same time it will be noticed that as the contact 611 of the reverser was thrown from one extreme of movement to the other it momentarily opened the circuit of the line 627, so that the solenoid 622 of the relay 621 was momentarily cle-energized and dropped its armature to the position shown in FIGURE 2. However, as soon as the reverser contact 611 reached the other eX- treme of movement it re-established contact with the other of the contacts 612 or 615, as the case emay be, ready for another operation at a future time. The locking contact 631 serves to ensure that the above operation will be carried through even in case of actual opening of the circuit between the motor contactor 589 and the contact 593 -prior to closing of the contact between the motor contactor 589 and the contact 595.

Upon causing reversal of the reverser as just explained the motor 557 will reverse rotation and thus causethe power-motor rotational speed to be modified in the proper manner to bring about increased economy, thus causing the cylinder 566 to again move towards the right, and bringing into action the contact 593. During this operation the motor contactor will shift to engagement with the contact 593, then leave the contact 592, and supply of current to the motor 557 will come from said contact 593 until the rotational speed of the power-motors has been increased to the val-ue needed to 'attain the peak of the curve of overall economy now controlling. When the new conditon of maximum economy has been reached and the peak of the curve is slightly over-run, retrograde movement of the linger 587 to a very slight degree will open the circuit by backing the contactor 589 away lfrom the contact 593 and bringing the corrective operation to termination. Thus we have eected correct re-adjustment of the power-motor speed in both of the cases'where the initial movement of the cylinder 566 is towards the right, meaning that in the initial disturbance there was a tendency towards increase of economy as indicated by the operation of the Econometer. I shall now consider the conditions where the initial condition of disturbance is such that the cylinder initially moves towards the left, that is, towards lower economy conditions.

Assume that the original -disurbance was such as to decrease economy, thereby moving the cylinder 566 and motor contactor towards the left. Slight movement will bring the contact 596 into engagement with the contact 595 thereby delivering an impulse over the line 619 to the contact 620; and since the relay 621 was locked up from a previous operation, this impulse will continue through the contact 628 and line 629 to the reverser solenoid, thereby setting the reverser over to its opposite position. Slight further movement of the motor contactor towards the left will bring the motor contactor 589 against the contact 592. This will supply current to the motor over the line `601 and solenoid of the relay 602, and line 599; and if the direction of motor operation was correct (after having been just reversed by the reverser) for increase of economy, then motor operation in the proper direction will commence for increase of economy. Now, since the relay 600 is down, its armature 625 'will engage the contact 633, which connects by the line 634 with the contact 635 above the armature 636 of the relay 602, `so that when the relay 602 raises its armature it will be locked up, and current will continue to lbe supplied to the motor irrespective of continued engagement of the motor contactor 589 with the contact 592. Therefore the increase of power-motor overall economy will cause the cylinder 566 and linger 587 to move to the right, breaking contact between the motor contactor 589 and the contact 592; but still current for corrective action will be supplied to the motor due to the locking up of the contact 636 against the Contact 635. This corrective action to increase economy will continue until -nally the contactor 589 moves over far enough to engage the contact 593, whereupon current will be supplied through the relay 60) in manner already explained. The energizing of the relay 600 will cause its armature to rise thereby opening the circuit over the line 634; and since the line 601 is no longer supplying current through the relay 602 said relay will lfall and open the circuit at the contact 635. Thereafter current for the continued corrective operation of the motor will be supplied over the line 599 from the contact 593, and when the condition of optimum or maximum economy is reached the -motor circuit will open at the position of the contact 593, due to reversal of cylinder movement, and the operation has been completed.

Next we consider the condition encountered when the disturbance to operating conditions causes movement of the cylinder towards the left, and in which the reverser is set for motor operation in such direction as to continue such left-hand movement of the cylinder by motor operation to still `further reduce the economy. For example, assume that when the motor contactor contact 596 has engaged the contact 595 the reverser has thrown the contact 611 to position to cause operation of the motor 557 in the economy reducing direction. In such case the finger 587 will continue to move towards the left, after engagement of the contacts 596 and 595, and almost 1mmediately thereafter the motor contactor 58:9 will engage the contact 592, causing motor operation 1n the wrong direction, and the finger 587 will continue its movement slightly towards the left, bringing about engagement of the contact 592 with the contact 594. Immediately there will be delivered an impulse of current to the solenoid 6M of the reverser, and at once the reverser will throw over, reversing the fields of the motor, and reversing direction of motor operation. This will immediately cause a corrective action to take place in the proper direction, and the economy of operation will rise, with attendant movement of the finger 587 and motor contactor towards the right. During these operations the relay 606 was not yet energized and its armature was down, but the relay @ft2 was energized by engagement of the motor contactor with the contact 592, so that said relay 602 will be raised and locked up until the motor contactor engages the contact 593. This will energize the relay 600 which will then rise opening the holding circuit at the point 633, and current will continue to be delivered to the motor in proper manner to continue the corrective effect until the peak of the performance curve is reached whereupon very shortly thereafter the slight backward movement of the finger 587 and motor contactor 539 will open the circuit finally.

Consider the controls of FIGURE 2 in conjunction with those of FIGURE 3, and on the assumption that the lines 563 and 564 of FIGURE 3 have been discarded and the upper armature terminal of the motor S59 in FIGURE 3 is .connected to the line 599 of FIGURE 2, `and that the two field coils of the motor 559 are connected to the reverser contacts 613 and 614 of FIGURE 2, so that the motor 559 of FIGURE 3 becomes in effect the moto-r 559 of FIGURE 2 and is controlled by the Econometer according to the principles already set forth in detail. Then it will be seen that a Very complete and fully automatic control system will be provided. If we assume that the original setting of the handle 427 for power-motor speed control was below the normal speed range required for the preset free-flight velocity as `dictated by the setting of the handle 428 it will lbe seen that the only control required to be manually made during flight will be that of the air-speed as determined by the handle 428. When tha-t handle is set to a given velocity condition the power requirements needed to maintain that velocity will be automatically adjusted lfrom time to time by the motor 549; the power-rotational speeds will be automatically adjusted from time to time to maintain maximum economy of ope-ration, that is, 4lowest fuel 'consumption vconsistent with the freeflight velocity being maintained; and the propeller blade pitch settings will be automatically adjusted from time to time to ensure the consumption of the power being delivered by the power-motors and as determined by the requirements of the free-flight velocity; and furthermore, all power-motors will `be required to deliver the same amount of power (synchronized for power); and all power-motors will be synchronized for rotational speed. Whenever the pilot may re-set the handle 428 to a new free-flight velocity the power setting will automatically be re-set, the power motor rotational speeds will adjust themselves for maximum economy of operation under these new conditions; 'and iall other factors will also be re-set to meet the new conditions, all without additional manipulation or thought on the part of the pilot, and while maintaining synchronism of powers and rotational speeds of all the power-motors. Thus the pilot need concern himself only with the one control handle or element during flight. At the same time he will have knowledge that the desired velocity is being maintained, and lthe trip being accomplished with minimum amount of fuel consumption, consistent with that velocity and the existing conditions such as elevation above sea-level, etc.

I shall hereinafter describe FIGURES 3 and 4 in suflicient detail to make clear the `airplane control arrangements shown in those figures, so that the statements contained in the foregoing paragraph will be better understood, and the means whereby the results stated in that paragraph may be produced.

It is noted that in the schematic layout of FIGURE 2 the frequency delivered over the lines from the generator 545 to the induction unit 71 is the control frequency by which the several power-motors are being controlled for power output, and by which said power-motors are being synchronized. Therefore this frequency from this generator 545 will be proportional to the power outputs and rates of fuel liow to the several power-motors. If desired, however, a special fuel metering device or meter might be placed in the fuel line delivering fuel to the power-motors, and driving a polyphase generator, which generator would be the one delivering the frequency to the lines leading to the induction unit 571. In such case the generator 545 might be a special generator driven by a special fuel metering device by which the fuel actually delivered to the power-motors was measured, and thereby a very accurate and positive measurement of fuel consumption would be ensured for operation of the ratio economy determining device.

If desired a double-throw, three pole switch might be provided for the small motor 5'57, so that -thereby said motor could be connected either as shown in FIGURE 3, or as shown in FIGURE 2, at the option of the pilot. I have not deemed it necessary to illus-trate all the connections for such alternative arrangement, yand for such switch, :as they are more or less selfevident.

It yis noted that the corrective efect of the scheme of FIGURE 2 to ensure optimum economy conditions of operation, is due to closure of a circuit for operation of the motor 5'57 whereby the corrective operation is directly performed. That closing of the circuit, with the disclosures so far described, depends `on a change of position or economy reading of the finger 587 due to change of the cylinders 565 `and 566, or one or both of them. Until such a change of the position of this finger 587 takes place the corrective effect will not be instituted. Generally a change of operating `conditions will of itself directly result in change of economy of operation, as determined by these cylinders S65 and 566, as will be evident by comparison of the various curves 579, 580, 581 and 582 of FIGURE l. A change from or between any `of these curves, at a given propeller rpm. will result in a direct change of economy (as evidenced by the different elevations fof these curves at a given r.p.m.), so it will usually happen that a change `of operating conditions which results in operation on a new curve of Net Overall Efliciency will of itself result in setting into motion the corrective operations of the Econometer of FIGURE 2.

Sometimes there will occur changes of operating conditions which, while causing operation thereafter to be on another curve of Net Overall Efiiciency, still will not cause at once institution of the corrective changes, or effects. Thus, if for example the new curve passes through the point of the curve on which operation has previously been occurring (usually the peak of such curve), there will occur no change of economy at the rpm. at which the power-motors have been operating, and therefore no corrective eect will be produced by the Econometer because the position of the finger '587 will not thereby be 17 shifted to institute such corrective action. For example, if we have been operating at the point 583 of FIGURE l (being the optimum condition for the curve 579'), and if then operating conditions change so that we commence to operate on the curve `649 which passes through the point SSS but rises to a higher value of economy, the passing to the conditions of curve y649 will not in and of itself result in setting the Econometer into operation to effect correction of speed necessary to avail ourselves of the possibly higher point of economy to which this new curve V649 rises as shown in FIGURE 1. -I have, however, made provision to institute corrective actions in all cases including those such as I have just described. rI`his provision I shall now explain:

`If periodically the motor l557 be brought into action for a slight interval of time, sufficient to eifect a slight change of operating conditions eg., power-motor speed), then the position of the finger 537 will be periodically slightly altered, sufficiently to institute any necessary corrective operations, yand to ensure in any case that we are always seeking a better -or more eiiicient overall operating condition. To this end, in FIGURE 2 I have shown the small shunt motor 650, cut directly across the source of direct current but under control of the switch 651, which small motor operates to substantially constant speed, and is in effect la more or less accurate timer. This motor drives a rotary contactor 662 at slow speed, to effect a circuit closing operation, say every ve minutes for an interval of :a few seconds, by reason of engagement of the rotary contact 653 with the stationary contact '654. These contacts 653 and 654 .are bridged across the relay contacts of FIGURE 2, so that whenever this rotary contact functions it supplies current directly to the motor 557 for such short interval, say 'five or a few seconds, 'and then cuts current oi`1c from such motor. But that amount of motor operation will eifect such slight change of operating conditions as will institute operation of the Econometer, and correction will then continue and be carried through in the normal manner by the circuits of FIG- URE 2.

In connection with the foregoing it is :also to be noted that in the normal operation of the Econometer of FIGURE 2 the direction of operation of the motor 557 is always such that the economy was rising to and slightly past the point of optimum condition when the circuit was broken at the contact 593; and further, that the =final circuit opening of the scheme of FIGURE 2 always takes place at the Contact 593, leaving the reversing switch 663 unchanged. Therefore when the timer next functions in its periodical operations it wvill cause the motor 557 to operate in the saine corrective direction as before, until thereafter some condition shall arise requiring reversal of such motor.

It is of course evident that the curves of `Overall Efficiency or Economy entering into the foregoing discussions and disclosures of mechanisms or means can be drawn to relate the efficiency or economy to any selected variable of `operating functions which is controllable by the operator, whether such control actually be made by the operator or not. Thus, while I have shown the curves of FIGURE l as showing efliciency or economy related to pr-opeller speed as the controllable variable or operating function, they might have been shown as eiciency or economy related to propeller blade pitch as the controllable variable or operating function. Such and other alternative combinations of the operations of the Econometer with elements of the airplane driving and control devices have been shown in the figures by way of illustration of combinations and uses of the devices to which the present application relates, but not by way of limitation of the coverage to be aorded by the patent to be issued on this case.

It is also noted that the elements of the present invention do not operate by examination of any such curves, but only by sensing of eifects produced by changes `of operating conditions produced by numerous variables, with provision for then effecting corrections of the selected variable which is directly under control of the present equipment. The references to the several curves have therefore been especially for the purpose of better explaining the relative effects produced by the elements of the means herein disclosed Iand claimed.

Reference is now made to FIGURES 3 and 4 as illustrative of two airplane controls with which the present invention may be used, as follows:

In FIGURE 3 I have shown schematically an arrangement for securing complete control of the several functions automatically and by manual setting of the principal controls of the airplanes power plant. In this iigure I have shown the control board having the control handles 427 for power-motor speed and 422i for lfree-flight air speed, the same Working over the :scales 429 and 430' suitably marked. Also in this case I have shown the four propeller hubs 519, 52d, 521 and 522, the same being provided with fthe electrical blade pitch control devices, comprising the sets of polyphase wound elements (stator and rotor), including the stator elements 527 (secured to the hubs), and the rotor elements 527e (rotatably mounted in said stators, and geared to the blade pitch changing studs). Said propeller hubs are also provided with the slip rings 29, 534B, 531, 532, 533 and 534, on the propeller shafts 528; and the power-motors 523, 524, 525 and 526 for the respective propellers drive said shafts in understood and conventional manner. There are also shown the respective ,small polyphase generators S35 for these units, driven from the shafts 528 proportionately to motor speed, and connected to the slip rings 32, 533 and 534 by the lines 533.

This showing also includes the unit 492 comprising a small p-olyphase generator driven proportionately to freeairspeed of the airplane by a small fan, so that the frequency of current delivered over the linesy 5411 from such unit 492 is a measure of actual air-speed of airplane ilight at all times in normal operation. This embodiment also includes fthe motor-generator unit 45/ 'which may be controlled as to speed by the setting of the handle 428, so that the 'frequency of poly-phase current supplied over the lines 463 is a measure of the set speed for free-ight; 'and this embodiment also includes the poly-phase difierential unit 508 similar to the corresponding unit of other embodiments shown in the aforesaid Letters Patent No. 2,794,507 which will be issued June 4, 1957, and of which the present application is a division. Thus the shaft of ythis unit 50S will turn in the one direction or the other according to the relative frequencies delivered by the units 457 and 492, to thereby set the linger SI2 against either of the contacts 13 or 514 or centrally of said contacts, as dictated by the relative frequencies aforesaid.

The embodiment of FIGURE 3 also includes the unit 433 comprising -a motor generator unit whose speed can be controlled by field control, through the medium of the fork 44h- 441 operated by the handle 427. "Ihus the normal setting of power-motor speed is dictated by the setting of the handle 427, and :by the polyphase lines 539 leading to the slip-rings 529, 5.3i) and 531 of the respective propeller blade shifting units.

In the present embodiment I have provided a distinct unit 54S for control of power delivered by thel various power-motor units of engines S23, 524, 525 and 526, by throttle control, and in synchronized fashion, preferably by use of such contr-ol as that shown, for example, in FIGURES 18 and 20 of Letters Patent of the United States, No. 2,612,956, issued to rne October 7, 1952, and previously referred to herein. That is to say, the polyphase lines 546 from the small generator of this unit 545 lead to the throttle power control units 50 of FIGURES 18 and 2G of said Patent No. 2,612,956, so that the setting of the spcedof the motor-generator unit 545 is a measure of power to be delivered by each of the powermotors, and with all said power-motors synchronized as to such power delivery. In other words, lwith any given l@ setting of the rotative speed of this unit 545 the power called for delivery by each power-motor will be maintained at a given value, and this also means that the conditions of rotative speed and torque demanded by the propeller of such power-motor must be maintained such as to absorb this amount of power, if stable conditions of operation are to be maintained.

Likewise, by varying the setting (speed) of the unit 545 from time to time we shall also be able to vary the power developed by the several power-motors (while maintaining them in synchronism as to such power), so that varying requirements for power shall be automatically supplied and complied with alt all times.

Now the rotative speed of this unit 545 is controlled by the demand `for power as dictated by the setting of the handle 428 ffor free-liight-speed (except under certain special conditions), so that by setting the handle 428 for the desired lfree-ilight-speed lwe shall automatically maintain the power developed by the several power-motors at the amount needed fto maintain that speed, and with varying conditions of operation, such as rising and descending of the airplane, changes of altitude, etc., the power developed yfrom time to time will automatically readjust itself to maintain that pre-:set speed of flight, until the setting of the handle 42S is altered, or until manual control intervenes, or some other special condition is applied. To -accomplish the foregoing results the following arrangements have been provided:

The rheostat `547 for the field control of the shunt motor 548 of the unit 545 is contbolled by the small reversible motor 549, through the worm gear and rack and pinion arrangement 550. This small motor 549 has the two fields 551 and 552 which may be alternately used in series with the motor armature, but to enable reversal of said armature in well understood manner. These fields 551 and 552 are connected to the contacts 513 and 514 of the unit 50S, so that as the actual free-flight speed of the airplane either exceeds or is less than the indicated speed-setting of the handle 428 the frequency of the motor generator unit 545 lwill be :raised or lowered as the case may be, to thereby correspondingly adjust the powers being delivered by the several power-motors by throttle control thereof, and under synchronism of such powers. In other words, although the handle 428 is set to a given free-flight-speed, still the result thereof is to adjust and control powers developed by the several powermotors to meet the demand for power as found by the controls, in order to maintain that speed of free-flight.

During the foregoing adjustments of power as dictated by the setting of the handle 428 and the instantaneous actual free-flight-speed conditions, as found by the unit 492 in comparison to the setting of the handle 427 (for power-motor rotative speed), the rotative speeds of the several power-motors will be maintained in synchronism and control by the several units 535 in comparison tol the `frequency delivered by the unit 433 over the lines 539, and by the use of the polyphase units 527-527a Ain the respective propeller hubs, all as heretofore explained. Thus speeds of rotation of the several propellers and powermotors will be controlled automatically while powers are adjusted from time to time to maintain free-flight-speed constant at the setting of the handle 428.

Now manifestly with this arrangement the varying demands lfor power needed to maintain desired free-night conditions will be met by adjustments of blade pitches, since speeds are being maintained constant under setting of the handle 427. This condition, however, has limitations, since increasing demand for power due to some condition of flight, in order to maintain free-night-speed, must be met by increased pitches of the blades. It is well known that increase of pitch (angle of attack) results in increased traction or pull up to a certain critical angle, after which further increase of such pitch angle (angle of attack) results in rapid decrease of traction or pull. Manifestly, therefore, increased power demands 2Q (at given rotative speed) can be met only up to a certain point by increase of pitch, after which any further increase in demanded power can be met only by increase of rotative speed, without increase of pitch.

In operation usually the handle `427 will be set for that rotative speed of the power-motors which -is proper for take-olf and for free-Hight conditions requiring rotative speed comparable to the rotative speed used `during takeoff. Any higher rotative speeds of the motors, required during flight will have to be met either by manual resetting of the handle `427 or by some form of automatic control related tothe controls so far disclosed herein. In the type of blade shifting device herein referred to as being contained within the propeller hub, and which is operated by the rotor 527at working in reaction with the stator 527, there is usually provided a segmental gear 553 which is turned for blade pitch changes by the rotor 527a through a large gear reduction, so that a fraction of one complete rotation of such segmental gear will result in complete setting of the blades from one eXtreme of pitch to the other. As a simple means of securing supplemental rotative speed control for the power-motors to meet conditions imposed when high pitches or angles of blades have been met, I have shown the contact 554 carried by each of these segmental `gears 553, and swinging back and forth with changes of blade pitch. I have also shown the contacts 555 and 556 `at the two sides of said swinging contact 554, so that as said contact 554 moves back and forth it will engage either of the contacts 555 0r 556 as the case may be, at the corresponding limit of swing of the companion segmental contact carrier 553.

',Thus, if increase of pitch should be indicated by clockwise rotation of the segmental gear 553, when the pitch reaches a certain high value the contact 554 will engage the contact 555, whereas when the pitch reaches a certain low value the contact 554 will engage the contact 556, having previously disengaged from the contact 55S. Normally the clearance between the contacts 555 and 556 is such that normal adjustments of pitch under control of the unit S27- 527a will not result in engagement of the contact 554 with either of the contacts 555 or 556, so that normally the speed adjustments are effected entirely by the reactions between the elements 527 and 527% and are of relatively small amount, merely to maintain synchronism, or to maintain free-llight-speed at the pre-set value as shown by the setting of the handle 427.

There is provided the small reversible series motor 557 for the unit 433, same including held coils 558 and 559 of opposite winding, so that by exciting either one of these coils the direction of motor rotation is controlled. This motor 557 acts on the contact carrier 560` for the rheostat 561 of the unit 433 in manner similar to the motor 444 of FIGURE 18 of said Letters Patent, No. 2,794,507, that is to say, when the contact carrier has been set to any given setting by the handle 427 (for rotative speed), by excitation of either one or Ithe other of the field coils 558 or S59` the setting o-f the contact carrier may be increased to that for a higher rotative speed, without change of handle setting, and thereafter the contact carrier may again be reset rto the position of the handle setting, all due to the frictional drive between the worm gear reduction of the motor 557 and the rack bar of the contact carrier itself, as more fully disclosed in the said Letters Patent No. 2,794,507.

I provide a direct current line 562 leading to the several contact elements `554; and I also provide the lines 563 and l564 leading from the contacts 555 and 556 respectively to the terminals of the field coils 55S and 559. Thus, whenever one of the blade pitch controls reaches the high pitch position of its contact 555 the eld coil 558 of the motor 557 will be energized, causing the rheostat 561 to be cut in to a higher resistance and causing increase of frequency idelivered by the unit 433, and over the lines 539 to the several blade pitch control devices, and

resulting in increase of power-motor speed. This will result in finally re-setting the pitches of the propellers back to a slightly lower angle, so that the contacts 554 will be drawn away from the contacts 555 and further are-setting of the speed of the -unit 43,3` will cease. Then the power-motor speed, and the speeds of the propellors will be retained at the new setting, higher than the indication of the handle 427, until a future time. Like- Wise movement of the contacts S54 in counter-clockwise direction will result in re-setting of the speed of the unit 433 to a lower value, until finally it is re-set at the value indicated by the setting of the handle 427.

It is noted that with very high velocities of free-night, as of 400 or 500 or `even 600 miles per hour, the velocity of the setting of the handle 427 for take-olf will generally be considerably less than that desired for such free-flightspeeds, but :this condition will be fully taken care of by the provisionof the segmental lrotative speed control just above explained.

It should ialso be noted that if desired an interconnection might be provided between the two control handles 427 and 428-, similar-to those illustrated in FIGURES l2, 13, and 14, of said Letters Patent No. 2,794,507, so that settings of the handle 428` for high velocities of free-flight would be automatically accomplished by proper settings of the handle 427 for corresponding rotational rates of the power-motors, thereby avoiding the necessity of automatic control of the resetting of the unit 433` as just above explained.

It is also here noted that if desired the contacts 555 of the embodiment shown in FIGURE 3 might be made angularly adjustable as that the actual blade angle at which said contacts should become effective could be adjusted. Thus, with increase of free-flight velocity said contacts could be set to higher angle positions, since, manifestly, with increase of velocity of free-flight the actual blade angles should be increased in order to maintain the desired angle of attack. For example, when operating at 500 miles per hour free-flight velocity the actual angle should be greater (for a given angle of attack), and for development of a desired reaction against the air, than for a condition of 400 miles per hour. Still the momentary adjustments of pitch should be effected close to this greater actual angle `than at the lower velocities of free-flight, in order to maintain control of engine speed at the new rotational rate, and to maintain synchronism iat the new rotational rate. In other words, the unit S27-527a would then function within a close range of adjustments at this greater angle setting.

In the arrangement shown in FIGURE 4 the unit 545 serves to control and synchronize the power-motors for speed by throttle control instead of by blade pitch control as in the embodiment shown in FIGURE 3. This throttle control is made over the lines 546, and according to the disclosures of FIGURES 1, 17 and 19 of my previously mentioned Letters Patent of the United States, No. 2,612,956. In the present embodiment the handle 428 serves to control the unit 457 which determines the free-flight velocity, working through the differential 508; but in the present case this differential controls the reversible motor 548 for control of the propeller blade-pitches as a group or gang. This is done by the control of the pressure reducing valve 659, of the type shown in FIG- URES 6 and 7 of my aforesaid Letters Patent, No. 2,794,507; `and the blade shiftin-g devices 660 are of the type shown in FIGURES 3, 4 and 5 of said Letters Patent, or other suitable type. It is noted that with this arrangement the synchronization of the power-motors for speed is effected by throttle control thereof.

In both of FIGURES 3 and 4 of this case the unit 54S is used for throttle control but, as disclosed in my aforesaid Letters Patent, No. 2,794,507 other arrangements embodying the Econometer unit Aand which arrangements effect the controls by blade-pitch may be used. I do not intend to limit myself to throttle controls except as I may do so in the claims to follow.

From the foregoing disclosures it will be seen that in an operation wherein a power producing medium is used to produce a function which varies from time to time, :and wherein the production of said function is dependent lon at least one variable which is controllable as to its amount, and wherein the ratio at any given time between the amount of such function which is produced as compared to the amount of such power producing medium depends on the value of such controllable variable, and wherein said ratio under such conditions has a maximum value for a given value of the controllable variable I have provided means to automatically change the value of the controllable variable from time to time so that said ratio is brought substantially to such maximum amount at the time such automatic change is made. It will be also be seen that I have provided such automatic means which may function in substantially continuous manner to effect changes in the value of the controllable variable in substantially continuous manner, or periodically at regularly timed intervals. It will also be seen that specifically 'I have provided means to effect changes in such controllable variable wherein the power producing medium comprises fuel which is consumed, and wherein the .amount of the function which is produced may be either at a substantially constant rate or at a variable rate. Other specific features will also be apparent Ifrom study of said disclosures.

Continuing the above analysis, in the above statement the power producing medium is the fuel, the function produced is the 'air speed, the element at least one variable in the embodiments shown in the drawings is either the motor throttle or the blade pitch, the amount of such function is the value of the air speed in mph. or other selected units of speed, and the amount of such power producing medium is the rate of fuel feed. Specifically, in FIGURE 3 the element at least one variable is control effected by the motor throttle, `and in FIGURE 4 it is the propeller blade pitch. It is evident, however, that when using the Econometer feature of the present invention the operations might be other than production of power, and that the variable might be `other than a motor throttle or a blade pitch control, that the power producing medium might be other than fuel, that the function produced might be other than air speed, and the amount thereof might be :other than m.p.h. or suitable units, and that the vamount of the power producing medium might be yother than the rate of fuel feed. There are various industrial uses and operations wherein the functions and the variables and the end products or results are such that devices yembodying my present invention might be v usefully applied.

It is also noted that the motor 557 is in effect a servomotor acting under proper control to effect the changes or controls which are desired in the operations of the element to which such servo-motor is drivingly connected, but that in some cases a servo-motor as a special element might lbe found unnecessary, the operations which it produces in the embodiments herein illustrated being then performed by other means or elements.

It is also evident that in its broader aspects the present invention does not require the use of a ratio determining device such as illustrated in IFIGURE 2 which acts to subtract logarithms of functional values from each other, but instead there might be substituted any other suitable form of ratio determining device to compare the amount of Isuch `function produced with the amount of such power producing medium, or equivalent functions -or values or amounts. Accordingly, I do not intend to limit myselfexcept as I may do so in the claims to follow.

For clarity of understanding of the sequence of the vsignals and operations produced by the specific embodiments shown in FIGURES 3 and 4 I have also included the Flow Sheets shown in FIGURES 5 .and 6, corresponding to said FIGURES 3 and 4, respectively. These lFIGURES and 6 carry numerals and legends corresponding to those of FIGURES 3 and 4, so that it is not deemed necessary to describe such FIGURES 5 and 6 in yfull detail. It is, however, noted that in each case, being the throttle control shown in FIGURES 3 and 4, and FIGURES 5 and 6, and the propeller pitch controls shown in said figures, are brought into the arrangements in such manner that runaway conditions cannot occur. Thus, in FIGURE 3 the Econometer controls the propeller pitch, with throttle control by the differential of manually pre-set iiight-speed compared to the actual air-Hight speed, whereas in FIGURE 4 the Econometer controls the throttle, with propeller pitch control by the differential between manually pre-set flight-speed and the actual air-iiight speed. #But in each case the operation of the Econometer is lbased on the ratio between rate of flight and rate of fuel consumption. This is made clear by the Flow-Sheets of FIGURES 5 and 6i.

I claim:

Il. An economy determining and operation controlling unit comprising in combination means to compare the rates of two variable rate quantities and determine the ratio of said rates, said unit including first and second rate linput connections, a movable ratio indicating element,

`between the ratio indicating element and said servo-motor unit, said servo-motor operative connections including a follower element in connection with the ratio indicating element, there being a lost-motion in said connections permitting reversal of direction of movement of the ratio indicating element Without reversal of movement of the servo-motor during movement of the ratio indicating element an amount corresponding to said los-t motion, said servo motor operative connections being constituted to cause Ithe servo-motor unit to function in one selected direction lfor movements of the ratio indicating element in said Afirst defined direction and to icause discontinuance of said servo-motor functioning in said direction with commencement `of movement of the ratio indicating means in said second defined direction, the operative connections between the ratio indicating element of the ratio determining means and said servo-motor unit also including means to cause the servo-motor unit to function when the ratio indicating element moves in said second defined direction an amount at least as great as said lost motion, and the operative connections between the ratio indicating element and said servo-motor unit also including servo-motor selected direction reversing means, and said connections also including servo-motor reverser actuating means and including means to cause said servomotor reverser actuating means to function in manner to reverse the ydirection of the servo-motor when the ratio indicating element moves in said second defined direction `at 4least as much as said lost motion.

2. Means as defined in claim 1, .together with a continuously operating timer unit, and operative connections between said timer unit and the servo-motor unit effective to deliver timed impulses to the servo-motor unit including means to actua-te said servo-motor unit a predeter- Vmined time interval corresponding to each impulse.

3. An economy 4determining and operation controlling unit comprising in combination means to compare the rates of two variable rate quantities and determine their ratio, said unit including first and second rate input connections, a movable ratio indicating element, operating connections between the ratio determining means and the ratio indicating element including means effective to move the ratio indicating element harmoniously with the ratio determination of the ratio determining means in a first defined direction corresponding to increasing values of said ratio and to move said ratio indicating element in a second defined direction corresponding to decreasing values of said ratio, first and second signal connections, and signal operative connections between the ratio indicating element and said first and second signal connections there being a lost motion in said signal operative connections permitting reversal of direction of movement of the ratio indicating element Without reversal of the signal operative connections during movement of the ratio indicating element in amount corresponding to said lost motion, said signal Aoperative connections being constituted to cause one signal connection to function for movements of the ratio indicating element in said first defined direction and to cause discontinuance of the functioning of such signal by said signal connection with commencement of movement of the ratio indicating element in said second `defined direction.

4. Means `as defined in claim 3, wherein the operative connections between the ratio indicating element and said signal connections also include means to cause said one signal connection to emit a repeat signal when the ratio indicating element moves in said second defined direction.

5. Means :as defined in claim 3, wherein the operative `connections between the ratio indicating element and said signal connections a-lso include signal reverser means to cause the signal connection to emit a signal for movements of the ratio indicating element in said first defined direction and to cause discontinuance of emission of said signal with commencement of movement of the ratio indicating element in said second defined direction.

6. Means as defined in claim '5, together with means to `cause said signal reverser means to function when the ratio indicating element moves in said second defined direction at least as much as said lost motion.

7. Means as defined in claim 3, together with means to control the rate of one of the quantities of which the ratio is to be compared, and operative connections between the first :and second signal connections and said quantity rate controlling means effective to actuate said controlling means for increase of rate with signals of one of the signal connections, and for decrease of rate with signals of the other signal connection.

8. Means as defined in claim 6, together with means to control the rate o' one of the quantities of which the ratio is to be compared, and operative connections between -the first an'd second signal connections and said quantity -rate controlling means effective tto actuate said controlling means for increase of rate with signals of one of the |signal connections, and for decrease of rate with signals of lthe other signal connection.

9. A-n economy determining and operation controlling unit comprising in combination means to compare and determine the ratio between the values of two quantities Iat least one of which is a variable amount, said unit including first and second quantity value input connections, a ratio indicating element, operating connections between the ratio determining means tand the ratio indicating element effective to move the ratio indicating element harmoniously with the ratio determination of the ratio deing to increasing values of said ratio and to move said yratio indicating element in a second defined direction corresponding to decreasing values of said ratio, first and second signal output means, and operative connections between the ratio indicating element and said first and second signal output means said connections including signal transmitting elements movable with the ratio indicating element and including means effective to cause one signal output means to emit a signal for movements of the ratio determining means and the ratio indicating 25 elemen-t in said first defined direction and to cause discontinuance of emission of such signal by said signal output means with commencement of movement of the ratio indicating element in said second defined direction.

10. Means as defined in claim 9, wherein the operative connections between the ratio indicating element and both of said signal output means also include reverser means having a first signal output determining position and a second signal output determining position, and including means to move the reverser alternately to said first and said second signal output determining positions, including pulse actuated means to shift said reverser alternaitely to said first and second signal output determining positions corresponding to successive pulses delivered to said pulse actuated shifting means, and wherein the operative connections between the ratio indicating element land both of said signal output means include means to deliver a reverser actuating pulse to the pulse actuated shifting means when the indicating element moves in said lsecond defined direction.

11. in an operation wherein at least a first defined and a second defined quantity are correlated to produce a third quantity, at least one of said first and second defined quantities being variable, and wherein the economy of the operation of production of said third quantity is a ,function of the rate of said variable first defined quantity, and wherein the ratio of said rate of said variable first defined quantity compared to the rate of one of the other quantities is a measure of said economy of production of said third quantity, and wherein the first derivative of said ratio includes a chan-ge between positive and negative incremental values 'at some value of said variable first defined quantity, means to adjust the rate of said variable rst 'defined quantity in manner to cause said ratio to become that value at which the first derivative of the ratio changes between positive and negative incremental values, said means comprising in combination means to control the rate of said variable first defined quantity, ratio determining means to compare the rate of said variable first defined quantity and the rate of said other quantity, said ratio determining means including means to produce a ratio quantity of value corresponding to the ratio of :the rates of said variable first defined quantity Iand said other quantity, a reversible servo-motor unit, operative connections from the servomotor to the means to adjust the rate of said variable first defined quantity, means to control the operation off the servo-motor, and operative connections between the servo-motor operation `control means and the ratio producing means constituted to adjust the servo-motor control means for servo-motor operation to adjust the rate of said variable first defined quantity in direction to increase said ratio and including means to discontinue such servo-motor operation when the ratio quantity is substantially the value at which the first Iderivative of said ratio changes between positive and negative incremental values.

12. A device las defined in claim 11, wherein increase in the rate of the variable first `quantity produces increase in the ratio.

13. A device as defined in claim 12, wherein the operative connections between the servo-motor operation control means and the ratio producing means include means to cause operation or the :servo-motor for either increase or decrease of the rate -of the variable first quantity and include means to select the operation of the servo-motor in direction to increase the ratio quantity produced by the ratio determining means.

14. A device as defined in claim 11, wherein `decrease in the rate of the variable first quantity produces increase in the ratio quantity.

15. A device as defined in claim 14, wherein the operative connections between the servo-motor @operation control means and the ratio producing means include means to cause operation or" the servo-motor for either increase or decrease of the rate of the variable first quantity and include means to -select the `operation of the servo-motor .in direction to increase the ratio produced by the ratio determining means.

16. A device as defined in claim 11, together with second means to produce servo-motor operation for adjustment of the rate of the variable first defined quantity.

17. A device as defined in claim 11, wherein the second defined quantity is variable, together with second means to produce servo-motor operation for -adjustment of the rate of the variable first quantity.

18. A device as defined in claim 11, together with second means to produce servo-motor operation for adjustment of the rate of the variable first quantity, together with means to cause said second servo-motor operation producing means to function intermittently with intervals of non-functioning thereof.

I19. `In an operation wherein at least a first dened and a second ydefined `quantity lare correlated to produce a third quantity, at lea-st one of said first and second defined quantities being variable, [and wherein the economy of the operation of production tof said third quantity is a function of the rate of said variable first defined rquantit and wherein the ratio of said rate of `said variable first defined quantity compared to the rate of one of the other quantities is a measure of said economy of production of said third quantity, 'and wherein the first derivative of said ratio includes a change between positive 1an-d negative incremental values at some value of said variable first defined quantity, means to adj-ust the rate of said variable first defined quantity -in manner to cause said ratio to become that value -at which the first derivative of the ratio changes between positive and negative incremental values, said means comprising in combination mean-s to control the rate of said first defined quantity, ratio determining means to compare the rate of said variable first defined quantity and the rate `of said other quantity, said ratio determining means including means to produce a ratio quantity of value corresponding to the ratio of the rates of said vari-able first defined quantity and said other quantity, and operative `connections between the ratio quantity producing means and the means which controls the rate of said variable first defined quantity, constituted to adjust the means which controls the rate of said variable first defined quantity in manner to increase said ratio and including means to discontinue such adjustment yof the rate of said variable first `defined quantity when the ratio quantity is substantially the value at which the first derivative of said ratio changes between positive and negative incremental values.

References Cited in the file of this patent UNITED STATES PATENTS 2,146,127 Miller Feb. 7, 1939 2,285,578 Gorrie June 9, 1942 2,395,042 Flatt Feb. 19, 1946 2,458,947 'King et al Ian. 11, 1949 2,534,780 Mock Nov. 28, 1950 2,545,703 Orr Mar. 20', 1951 2,628,606 Draper Feb. 17, 1953 2,679,355 Savino May 25, 1954 2,759,668 Hielle Aug. 21, 1956 FOREIGN PATENTS 627,729 France June 14, 1927 649,148 France Aug. 21, 1928 

1. AN ECONOMY DETERMINING AND OPERATION CONTROLLING UNIT COMPRISING IN COMBINATION MEANS TO COMPARE THE RATES OF TWO VARIABLE RATE QUANTITIES AND DETERMINE THE RATIO OF SAID RATES, SAID UNIT INCLUDING FIRST AND SECOND RATE INPUT CONNECTIONS, A MOVABLE RATIO INDICATING ELEMENT, OPERATIVE CONNECTIONS BETWEEN THE RATIO DETERMINING MEANS AND THE RATIO INDICATING ELEMENT INCLUDING MEANS EFFECTIVE TO MOVE THE RATIO INDICATING ELEMENT HARMONIOUSLY WITH THE RATIO DETERMINATION OF THE RATIO DETERMINING MEANS IN A FIRST DEFINED DIRECTION CORRESPONDING TO INCREASING VALUES OF SAID RATIO AND TO MOVE SAID RATIO INDICATING ELEMENT IN A SECOND DEFINED DIRECTION CORRESPONDING TO DECREASING VALUES OF SAID RATIO, A REVERSIBLE SERVO-MOTOR UNIT, AND SERVO-MOTOR OPERATIVE CONNECTIONS BETWEEN THE RATIO INDICATING ELEMENT AND SAID SERVO-MOTOR UNIT, SAID SERVO-MOTOR OPERATIVE CONNECTIONS INCLUDING A FOLLOWER ELEMENT IN CONNECTION WITH THE RATIO INDICATING ELEMENT, THERE BEING A LOST-MOTION IN SAID CONNECTIONS PERMITTING REVERSAL OF DIRECTION OF MOVEMENT OF THE RATIO INDICATING ELEMENT WITHOUT REVERSAL OF MOVEMENT OF THE SERVO-MOTOR DURING MOVEMENT OF THE RATIO INDICATING ELEMENT AN AMOUNT CORRESPONDING TO SAID LOST MOTION, 